Block-signal system.



M. R. JULIAN, M. H. HOVEY & T. E. CLARK.

BLOCK SIGNAL SYSTEM.

APPUCATION FILED APR. 22. 1915.

1 ,267,77 1 Patentd May 28, 1918.

2 SHEETSSHEEI I.

. a MS.

M. R. JULIAN, M. H. HOVEY 6: T. E. CLARK.

BLOCK SIGNAL SYSTEM,

APPLICATION mm APR :2 l9i5 1 Patented May 28, W2

2 SHEETS SHHT 1! 3 M47011 1/ /ZaZzZzrc J 1 fl/Vovg $13 7 1' 626L718 Gum/m1 i UNITED STATES PATENT OFFICE.

MARSEN'A B. JULIAN, OF CINCINNATI, OHIO, MARK H. HOVEY, OF MADISON, WIS- CONSIN, AND THOMAS E. CLARK, OF DETROIT, MICHIGAN, ASSIGNOBS TO JULIAN- BEGGS SIGNAL COMPANY, OF TERBE HAUTE, INDIANA, A CORPORATION OF MAINE.

BLOCK-SIGNAL SYSTEM.

Specification of Letters Patent.

Patented May 28, 1918.

Application filed. April 22, 1915. Serial No. 28,273.

To all whom it may concern:

Be it known that we, MAnsENA R. JULIAN, of Cincinnati, in the county of Hamilton and State of Ohio, MARK H. Hover, of Madison, in the county of Dane and State of Wisconsin, and THOMAS E. CLARK, of De troit, in the county of Wayne and State of Michigan, all citizens of the United States, have invented certain new ,and useful Improvements in Block-Signal'Systems, of

which the followin is a specification.

Our invention re ates to block signal systems for railways and more particularly to the various engine cab mechanisms and their circuits. The primary object of our invention is the provision of a block signal system which will fully come up to the present day railroad requirements that any possible failure, of any circuit or mechanism, of either the track system or cab system gives the most unfavorable signal for which the system-is designed.

One highly important object of our invention consists, therefore, in the provision of a system in which a danger warnin signal will be given at the entry of eac block through the opening of a mechanical circuit breaker in a normally closed cab circuit.

In this connection, a still further object which we have in mind is the revision of means such that unless, due to t e condition 'of the block, the danger signal is the proper one, said signal. will be immediately followed by the proper signal, such as a caution signal or a clear signal. In furtherance of the above object, we so arrange the wiring of the cab system that a caution signal or clear signal can be given only by completing a circuit 1 through portions of the cab and track sys-' 40 toms, the source of energy for such circuit being located in the track system in order that such a signal can be given only if the track systm is in perfect order. This arrangement, therefore, tests the track systorn. More specifically, our system, in its preferred embodiment, is designed to, under proper circumstances, give, in addition to the danger signal, either a caution signal or a clear signal for the direction and guidance of the engineer.

Our invention has for a still further objeci the provision of a system in .which the receipt of a danger signal will, unless immediately followed by a clear or caution signal,

automatically stop the train, even' though the engineer wishes to proceed. .The more stoppmg of the train upon receipt of a dancr signal is, however, not enough as, if the rivlng of the train is left wholly to the discretion of the engineer, aside from this feature, he may drive the train at a dangerous speed upon clear tracks or when running under a caution. signal or he may, if the train has been completely stopped for :1 danger signal, upon again startin proceed at a speed which is dangerous un er the condi tions indicated by the signal.

A still further object of our invention, therefore, consists in the provision of a, speed controlling or governing mechanism which shall operate in connection with the signaling mechanism and which shall absolutely fix the maximum speeds at which the train may travel under different circumstances. For instance, this speed controlling mechanism may he so set that it will be impossible to run the locomotive at a speed of over fifty miles an hour, under any circumstances; that it will be impossible to run the train at a, speed of over twenty-five miles an hour when running under a caution signal; and that it will be impossible to run the train at a. speed of over five miles an hour when running under a danger signal.

As previously poiutedout, a danger signal is received at the entrance of ea'ch block and this danger signal, unless immediately followed by some other signal, will automatically bring the train to a stop.

A further object of our invention is to provide means, in connection with the speed controlling mechanism, whereby the train, after being brought to a dead stop by the receipt of a danger signal, may be started again and run under the danger signal at the minimum rate of speed for which the systemis adjusted. This means, however, is manually operated and it is, therefore, impossible for the train, of its own record, to start after receiving a danger signal, thereby avoiding any possibility of accidents which might otherwise occur upon stopping and starting of a train, the engineer of which was temporarily incapacitated.

A still further object of our invention consists in the provision of means whereby any failure in the operation of the speed con trolling mechanism will automatically stop .through a block, that the train. This also prevents an engineer from tampering with the speed controlling mechanism. as any disconnecting of 51101 mechanism will prevent running of the train the mechanism has been roperly readd and put 1n workin or or.

A still further object 0 our present invention consists in interposing'a pole changer in one of the main circuits of the cab system in such a manner that the contact members, employed to give the clear and caution signals, may be interchanged by merely shi' ing the pole changer. Under these circumstances, the same clear and caution contact shoes may be employed with the same track contacts when the train is being backed shoe which ordinarily forms the clear shoe, when the train is proceeding in a normal manner, forming the caution shoe when the train is backing, while that shoe which is normall the caution shoe becomes the clear shoe. his pole changer is, preferably, connected to t e reversing lever of the locomotive, for which reason its operation is automatically insured.

A still further object of our invention is to provide a signal system capable of accomlishing the above given results which shall be extremely sim 1c in construction and economical in metal ation.

With these and other objects in view, our invention will be more fully described, illustrated in the accompan ing drawings and then specifically pointe out in the c aims which are attached to and form a part of this a plication. a

In t e drawings:

Figure 1 is a diagrammatic view of the cab mechanisms and wiring of our improved block signal system, this view also showing a slight portion of the track wiring in order to fully disclose the manner of operation of our invention;

Fig. 2 is a side elevation of one of the contact shoes carried by the locomotive or its tender;

Fig. 3'is a sectional view, illustrating one of the mechanical circuit breakers carried by the locomotive or its tender;

Fig. 4 is a sectional view, illustrating one of the mechanical circuit breakers or track contacts and its contact member,- these circuit breakers or track contacts being disposed adjacent the track rails for engage ment by the contact shoes of the locomotive.

Fig. 5 is a diagrammatic view of a conventional track wirin system employingpolarized relays, which may be employed with our cab system, three complete blocks being shown.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters. j

In order to insure a clear and complete tact arm 1 ,tact shoe carried by a understanding of our invention, we will first describe, in its simplest form, that portion of the track signal mechanism and contacts which directly controls the cab circuits and their mechanism although the latter alone constitute the subject matter of our present invention. Referring to Fig. 1, a indicates the trip or track obstacle for operating the mechanical circuit breaker carried by the train, and b and c the clear and caution track contacts which are engaged by the clear and caution contact shoes carried by the train. Preferably, the contacts 5 and c are disposed one at either side of the track and outside of the rails, as shown, while the obstacle a is located near one of these contacts.

The construction and operation of the track obstacle at will be readily appreciated from its diagrammatic showing and reference to Fig. 4 of the drawings will disclose the construction and manner of operation of the track contacts I) and c. In this figure, 10 indicates a casing in which is journaled a shaft 11 provided exteriorly of the casing with an upwardly directed contact arm 12. Within the casing; the shaft is provided with diametrically opposed cars 13 and springs 14 connect these cars with opposite end portions of the casing or housing, the arrangement of cars and springs being such as to normally hold the contact arm 12 in vertical position and to return it to such position after it has been swung'either forwardly or rearwardly by engagement with a cab carried contact shoe. The shaft carries a sleeve 15 of vulcanized rubber, fiber or other suitable insu Iating material and mounted upon this sleeve is a peripherally extending contact 16 which is electrically connected to the shaft 11 and, consequently, to the contact arm 12. The shaft and its arm are in any suitable manner, from the housing as also is a spring contact finger or brush 17 mounted in the housing to engage at its free end with the sleeve 15 or contact 16, depending upon the position of the contact arm 12. Under normal conditions, that is, when the arm 12 is vertically disposed, the contacts 16 and 17 are out ofengagemcnt with each other.

2 in one direction will have no effect, the contacts still remaining out of engagement. On, the other hand, swinging of the arm' 12 in the opposite direction will bring the contacts into engagement with each other. The track contact 6 is so arranged that if its contact arm is engaged by a contrain going toward the right and, consequently, swung toward the right, its contacts 16 and 17 will engage each other. The contact 0 is similarly arranged to be operated by a train passing toward the right.

Coacting with each pair of track contacts thoroughly insulated,-

Furthermore, swinging of the con Z) and c are a pair of switches ii and c which are controlled by trains passing over the track through circuits formed through the track system. As this control system forms no part of this invention, We will not. dee-iloe it but merely state that, a rule, the moving contacts of these switches are in fact moving points of relays in the track circuits and that each switch is movable into three pUSillOilS, both switches moving simultaneously. As shown in Fig. l, the switches 21? in position to give a. clear signal and by swinging them in a clockwise direction, until the switch (1 is closed, they may he brought into position to give a caution Sig nal. Upon further swinging movement in the same direction to open both switches, no signal will be given, the result being, as will be later explained, the giving of a danger signal by the cab system itself.

A storage battery f, or other suitable source of electrical energy, is rounded to one of the track raiis by a conductor g and a. wire it leads from this battery to the fixed contact of the. s itch. d. A wire Zr leads from the swinging contact of this switch to the contact 17 of the switch contact .5. A wire m. lead: from the wire 7; to the fixed contact oi the switch c and a Wire 1'!- leads from the movable contact of this switch to the contact 17 of the track contact in the preferred embodiment of our invention as disclosed in Fig. 1, nch train is equi gmd with a. pair of mechanical (in unit breakers A and A and a pair of con tact shoes .8 and C. 'ihesc parts are usually mounted upon. one of the wheel trucks, pref' erably one of the wheel tracks of either the lm'roniotive or its tender as a locomotive and tend r always form one part of every train. Reference to the drawings will show that the truck, conventionally indicated at 20, ---tlll11i1g that it is going toward the right, provided. adjacent its forward end and o 1155: right side with tho circuit breaker '21 and adjacent ils rear end and upon its left ziilc with the circuit lu'eaker A. The co t ct shoes l and C extend hmgitudinaily when, i 0. sides; of the truck. being insulated iilii lfilil, in position to engage and swing the contact arms of the ti uflceontacis i: and r. i lw contact shoes, which iu'e preferably i'oruwd of resilient metal with downwardly laure central portions, are clearly enough thou o in Fig. :3 to iirsure an understanding of their operation.

The construction of the circuit. breakers f1 and A is clearly. shown in Fig. 3 of the drawings. In this figure, 21 indicates the casing or housing in which is journaled a vertically disl'iosed shaft- This shalt is provided at one end and extcriorly of the housing with a laterally directed arm 23 and iuleriorly of the housing wilh an ear 24. A helical spring 25 is connected at one end to this ear and at its other end to the housing in such a manner as to normally hold the shaft with its arm 23 extending at right angles from the truck and to return the arm to such position immediately after it has been released from engagement with any track obstacle or trip. This shaft carries a. sleeve 26 of insulating material which, in turn, carries a peripherally extending contact plate 27, this contact, in this instance, being totally insulated from the shaft, 22. hlounted in the casing and insulated therefrom are spring Contact fingers 28 which normally engagi the contact plate :27. The contact plate 27 is so proportioned and disposed that swinging of the arm 23, in one direction, will break the connection between the contacts 27 and .28, bile swinging of the arm in the opposite direction will not move the. contacts out of engagement with each other. The circuit breaker A is so disposed that rearviard swinging of its arm 23 will break the connection between the contacts 2T and .28, while the circuit breaker A is so disposed that engagement between its contacts will be broken only by swinging of its arm 2 n the opposite direction.

The track obstacle, track contacts, train carried circuit breakers and train carried contact. shoes are so arranged relative to each other that upon entering a block, one of the circuit breakers will engage a track obstacle before. either of the contact shoes engages a track contact. The are further so arranged that the contact shoes will en gage their track contacts almost immediately after the circuit breaker has engaged the track obstacle and will remain in engage meet with such track contacts for a short lime after the circuit breaker has passed out of engagement with the track obstacle. It will of course be underslood that each block will be provided at each end with a track obstacle and with contactoi's or shoes, those at one end of the block operating for trains going in one direction and those at the other end of the block for trains going in the opposite direction. It will, therefore, be clear that the track obstacles at opposilo ends of the. block will be disposed. upon opposite sides of the track and that the track contacts I, and C, if displ'ised at the right andleit side of the track, respectively, at one end of the block, will be disposed at the left and right sides at the other end. It will of course, be uudersloml that by proper positioning of obstacles and track conlacts, a doubie track may be equipped as well as a single one.

In addition to the {llJOVe nu'ntionod structure, each locomotive is provided with a speedometer I). By the term speedometer we intend to include any mechanism having an element which is shiitable in one direction upon increase in speed of the train, the ex tent of its movement being relative to the increase in speed and which is likewise shiftable in another direction upon a decrease in speed. In the type of speedometer diagrammatically indicated at 21, the movable element consists of a swingingly mounted contact blade or pointer 30 which, when the train is still, engages with a fixed contact 31 and contact strips 32, and 34. When the train is in motion, this pointer swings out of engagement with the contact 31, remaining in engagement with the contact strips until the speed of the train has reached a certain point when it will move out of engagement with. the contact strip 32, still remaining in engagement with the other contact strips until the speed reaches a certain further predetermined point when it will move out of engagement with all contact strips, save the contact strips 34:. Upon still further increase of speed, beyond a. certain point, the pointer will move out of engagement with this latter strip 34. In practice, these strips are adjustahly mounted in order to permit variations in the speeds at which the pointer will move out of engagement with them. This speedometer may be driven in any suitable manner from one of the axles of a. 10cc motive truck, as for ir c. 1 cc, by means of a metallic belt or chain J having a belt tightener 36.

Insert-ed in the air brake line of each locomotive is an electrically controlled air valve E of any suitable type so formed as to be held in closed position as long as a current asses through its controlling mechanism. Flhe details of construction of the speedomcter and air valve with its controlling mechanism form no part of the present invention and are therefore merely conventionally shown in the diagrammatic view of our system.

Having thus described the various mechanisms included in our cab signal system, we will now explain the wiring of the various circuits forming the system. Each locomotive equipment includes three relays -10, 41 and which will hereafter be termed the clear relay, caution relay and pick up relay respectively. Each of thcse relays, as will be rendered apparent by further description of the wiring, of the stick relay type, the relay &0 being hormally energized and the relays 11 and 12 dcijncrgizcd. The relay 4:0 controls the relays points 60, 40" and -10", the relay 41 controls the relay points 4:1, 4:1" and 11, and the relay l2 controls the relay points 42 and 42".

Each locomotive carries a. storage battery 4?) or other suitable source of electrical energy which is grounded at 4-4 by a wire 15. A wire 46 leads from the battery 43 to one of the contacts of the circuit breaker A, a wire 47 leads from the other contact of this circuit breaker to one of the contacts of the circuit breaker A and a wire 48 leads from the other contact of the circuit breaker A to the relay point 41. This relay oint -11, in normal, dcncrgized condition 0" the relay 41, engages one end of a wire 19 which leads to the relay point 40* of the relay 1b. This relay point 0 in normal, energized condi tion of the relay &0, engages the terminal of a wire 50 which leads to the magnet of the relay 4.0 and wire 51 leads from this magnet to the ground wire A wire 52 leads from the wire 50 to the blade 53 ot' pole changer 5 1. This pole changer includes the blades 53 and 55 and the contacts 56, 57 and 58, the contacts 5'? and 58 being electrically connected by a wire 59. A Wire (it) loads from the contact 5?, and consequently also from the contact 58 to the contact shoe B, While a Wire 61 leads from the contact 56 to the contact shoe C. A wire 62 leads from the blade 55 of the pole changer 54 to the magnet of the relay 1-1 and a wire 63 leads from this magnet to the ground wire 15 and so to the connnon ground 44.

A Wire 64- leads from the wire 16 lo the relay oint 10 of the relay 40, this relay point eing electrically connected with the relay point 10 by a. wire 65. In normal. condition of the relay 40, the relay point 16 engages one end of a. wire 66 which leads to the contact strip 3&1 of the speedometer, while the relay point 40 engages one end of a wire (37 which leads to a signal light 68. a wire 6% leading from this light to the wire 63 and therefore grounding the circuit. The light 68 is preferably a white light it indicates a clear condition of the block, as will be later explained. When the relay 40 is deiinergized, the re lay point 10 engages one end of: a wire 70 which leads to the relay point 11* of the relay 4-1. This relay point ll, in normal de inergized condition of: the relay .11, engages one end of a. wire 71 which leads to a light 72, a wire 73 leading from this light to the wire 69. This light 72 constitutes the darn ger light, as will be later explained, and is preferably a red light.

In deenergized condition of the relay 40, the relay point 40 engages one end of a wire 74 which leads to the relay point 4-1 of the relay 41. This relay point 41, in energized condition of the relay 11, engages one end of a wire 75 which leads to a. light 76, a wire 77 leading from this light to the Wire 69. This light 7 6 constitutes the caution signal light and is rcl'crahly green. Again, in energized con ition of the relay 41, its relay point 41 engages one end of a wire 78 which leads to the Wire 69-. While the relay point 41" engages one end of a. wire 79 which leads to the caution contact strip 83 of the speedometer.

A wire 80 leads from the wire 71 to the magnet of the relay 42 and. a wire 81 leads from this magnet to one contact of a manually oberable, normally open circuit closer b2. A wire H3, whirh includes a resistance coil. leads from the other contact of this circuit closer 8; to the contact 31 of the speedometer. A. wire 84- leads from the mova le arm or blade 30 of the speedometer lot to the electrical control mechanism of the air \alve l) and a wire H5 leads from this electrical mechanism to the belt tightener $56 and. consequently, through the belt and car truck to the rails which constitute a ground.

A wire 86 leads from the wire 81 to the relay point 42" of the relay -12 and this relay point, when the relay 42 is energized, engages one end of a wire 87 leading to the ground return wire 63. A wire 88 leads from the wire (1-1 to the relay point 42 and this relay point, 42, when the relay -12 is energized, contacts with one end of a wire Ht which leads to the contact strip 32 of the speedometer.

Before describing the operation of our system. we. will say that the track wiring shown is in condition to ve a clear signal to a train passing into tie block from the left and that the cab wiring and mechanisms are as they would be after receipt of a clear signal. As will be seen by referring to the diagram, when the train is running under a clear signal, a circuit is formed from the battery 43, through the wire 46, circuit breaker A, wire 47, circuit breaker A, wire 48, relay point 41, wire 49, relay point 40, wire 50, relay magnet 40, wire 51 and wire 45 to the battery. This circuit energizes the relay 40 which is the clear relay ofthe system. With this relay 40 energized, a circuit is formed from the battery 43 through the wire 64, relay point 40*, wire 66, contact strip 34, contact blade 30, wire 84, air valve mechanism E, wire 85 and belt tightener36 tn the ground, the battery 43 being grounded by the wire 45. Any break of any wire in this circuit will dee'nergize the valve controlling mechanisin E and apply the brakes, as also will the displacement or breaking of the drive belt 35. At the same timethis circuit is formed, a second circuit is formed from the battery 43 through the wire 64, wire 65, relay point 40, wire 67, clear light 68 and wire 69 to the wire 63 and so back to the balteryby the wire 45. 3

With the train running on a clear signal, as above described, the Suppl of current to the contacts 33. 32 and 31 oi the speedometer, is cut oil by theeondition of the rela 41, relay 42 and manually operable switch 82. re pectively. The contact strip 34. lhercfore, controls the speed at which the train may travel and if this speed becomes so high that the switch 30 moves vfrom this contact the valve controlling circuit will be stances,

opened and. the brakes applied. This will not, however, affect the condition of any of i the relays and it will, therefore, be clear that as soon as the speed of the train has been brought down to the limit set for it by the contart strip 3 1, the valve will again close and he train may continue along the truck.

We will now assume that with both the cab and track systems as shown, the train enters a clear block. At its point of entry into the block, its circuit breaker A engages the track contact a and the, circuit, from the battery 43,.through the wire 4 6, circuit breaker A. wire 47, circuit breaker A, wire 48, relay point 41f, wireAJ, relay point 40, wire 50, relay magnet 40, wire 51'and wire 45 to tht l' attery broken at the circuit breaker A. energizes the relay 40 without energizing either the relay 1]. or relay 42.

Under these conditions, the circoit from the battery 4.3 through the relay point 40" to the speedometer is broken between the relay point 40 and the wire 66, the result, of course, being an application of the brakes. Furthermore, the circuit from the battery 43, through the relay point 40 to the clear light 68, is broken between the realy point 40 and wire 67, while a circuit from the battery through the relay oint 40", relay pbint 41 and danger li ht 2 is closed. It will, therefore, be seen t at the danger light will be displayed and the train brou ht to a. stop unless another signal is reeeiv ,Proceeding on the original assumption that the block is clear, the den or signal, above described, will no sooner ave been given than the contact shoe B will engage the track contact 21. Under these circuma circuit is formed from the grounded battery A of the track circuit through the wire switch d and wire is to the track contact 5 fnom the arm of this track contact to the clear Shoe Blthrough the wire 60, wire 52, relay magnet 40, wire 51 and wire 45 to the ground 44. This circuit energizes the relay ma met 40 and holds such relay closed until i: e circuit is broken. As previously explained, however, the circuit breaker A isgdisengaged from its obstacle a before the contact; shoe B moves out of engagement with the track contact b. It will, therefore, be clear that before. the circuit from the battery of the track system through the relay 40 is broken, the original circuit from the cab battery 43 through this relay will have again been t'lu erl.

It should be. noted that, under ordinary l"-e breaking of this circuit deemnlit ions. if the block is set for a clear siggized and the red light ener 'zed. In other which the speed controlling mechanism words, the danger signal will merely be a is set. Of course, as soon as the train onsuilicient si nal to indicate the fact that the tors the next block, the danger signal will block signa l system, as a whole, is operatbe repeated and the train may then receive 5 log properly. Failure to obtain this signal either the da'pger signal alone or a clear 70 is, in itself, a signal of dan er, indicating signal or a caution s1gnal, de ending upon that the track obstacle or mec anical circuit the condition of the block w rich the train breaker A has been broken or disarranged. is entering.

We will now assume that the train passes Assuming that the train is entering a from a clear block into a block which is set block for which the danger signal is set and, 75 to vs the caution signal, that is, one in consequently, that ,both the switches d and c which the switch d is open and the switch of that block are open, the main controlling e closed. Under these conditions, the dancircuit will, of course, be broken through ger signal is given in the manner previously the circuit breaker A, as previousl explained, this signal being always given scribed. No circuits, however, will be 80 at the entry of every block. Immediately formed either through the clear relay ,40 after the giving of this danger signal, howor caution relay 41, there being no current ever, the contact shoe 0, w ich is the cauflowing from the track battery fto either of tion shoe engages the caution track conthe track contacts I) and 0. Under these tact c. nder these conditions, a circuit conditions, the train will be brought to a 85 is formed from the grounded track batdead etc and can be started only by an intcry f through the wires h and m to the tentiona act upon the part of vthe engineer. switch e and through the wire a to the When so stopped, the engineer ma if he track contact a. From this track contact, wishes to continue, momentarily c use the current passes through the contact shoe manuall operable switch 82. Upon clos- 9' so and 42;

C, wire 61, wire 62 and wire 63 to the wire ing of t iis switch, a circuit is formed irom and so to the ground. This circuit enthe grounded cab battery 43, through the ergizes the caution relay 41'without in any wire 64, relay point 40", wire 70, relay way afiectingwthe now deenergized relays point 41", wire 71 and wire to the relay hile the above circuit is enmagrgat 42, through thewire 81, switch 82, i1 ergized, the circuit breaker A moves out wirei"; B and its resistance coil to the contact of engagement with the track obstacle a and :31 of the speedometer, through the wire 84 a local cab circuit is formed from the bat 'and valve mechanism to the wire 85 and so tery 43 through the wire 46, circuit breaker to the ground. The closing of this circuit 35 A, wire 47 circuit breaker A, wire 48, reenergizes the relay 42 and also closes the lay point 41, wire 78, wire 62, relay magvalve cpntrolling the air brakes. As soon net 41 and wire 63 to the wire 45 and so to as thiswircuit 1S closed, a portion Jot the the battery 43. 7 As long as this circuit current passes from the wire 81 through the is complete, the relay 41 will be held in relay point 42', wire 87, wire 63 and wire 40 closed position and this circuit will exist 45to the battery, which circuit also eneruntil another signal of some nature is reglue the relay 42. For this reason, the enceived. Under these circumstances, a local gineer mayimmediately release the switch cab circuit is formed from the battery ,43, 82 and e circuit through the role 42 will through the wire 64, relay point 40", wire remain losed. The energizing of t is relay 45 70, relay point 41", wire 79 and contact results in a closed circuit from the battery lit strip 33 of the speedometcr,from the speed- 43, through the wire 64, wire 88, relay point ometer through the wire .84 and valve 42", wire 89 to the danger strip 32 of the mechanismto the wire 85 and so to the s eedonieter and from the speedometer ground. This renders the caution contact t rough the wire 84, valve mechanism and I50 strip 33 of the speedometer mechanism acwire 85 tothe ground. The train may, there- 116 tive and the air valve will remain closed fore, be driven at any rate of speed below as long as the speed of the train remains thatiior which the danger contact strip is below the point set. as a maximum speed set.. when traveling under a caution signal. As soon as the circuit, which includes the 55 At the same time, a second local cab cirwire 80, relay magnet 42, wire 81, switch 82, cuit is formed from the battery 43, through wire 83, contact 31, wire 84 and valve mechthe wires 64 and 65, relay point 40, wire anism and wire 85, is closed, there is a 74, relay point 41, wire 75, caution light tendency for a short circuit to be formed 76, wire 69, wire 63 and wire 45 to the batfrom the battery 43, through the wire 64,

so tery. The extinguishing of the white light wire 88, relay point 42", -wire 89, contact and lighting of this green light, of course, strip 32, contact blade 30, wire 83, switch indicates to the engineer that he 15 traveling 82, wire 81, wire 86, relay p0int42, wire mulcr a caution signal and he may, there- 87 and wires 63 and 45 to the battery. This fore, ii he deems it, advisable, reduce the circuit would tend to prevent proper ener- 65 speed of the train even below that for gization of the. relay magnet 42 and it is for this reason that we have inserted the resistance coil in the wire 83, this coil preventing the settin up of the short circut above outlined an so insuring proper energiaztion of the relay magnet 42.

It will of course be understood that, as is usual in the track wiring of block slgnal systems, a track obstacle and clear and mution track contacts will be positioned at each end of each block in order to operate with trains going in either direction, the caution contact and the clear contact and obstacle being located reverscly at opposite ends of the block. For this reason, the above described cab signal system will operate in identically the same manner if the locomotive is bein reversed through one or more blocks as the movement of the reversing lever will cause operation of the pole changer 54, under which circumstances, that shoe B which is ordinarily the clear shoe will become the caution shoe, .while the shoe G which is ordinarily the caution shoe will become the'clear shoe. Furthermore, when the locomotive is backing, the mechanical circuit brcaker-Awill be swun in the reverse direction to what it ordinarily is .and, therefore, will not break the circuit, while the circuit breaker A swin 'ng in the reverse direction, 'will break t e circuit. I

From the foregoing description, it will be clear that we have rovided a. block si 1 s stem in which a anger signal, whic is the most urgent signal for which-the system is adapted, is given at the entrance of each block, although, under normal conditions, this signal will immediately be followed by a clear signal. It will further be clear that all active circuits are closed circuits and the giving of various signals is not dependent, in the first instance, upon closing of one or more normally open circuits, but upon the opening of a normally closed circuit. The brake actuating mechanism and speed governing device, assuming the tram is in condition to travel, are always included in a closed circuit, the opening of which is, in turn, controlled by one or another of a plurality of normally closed controlling cuits, each including the mechanical circuit breakers A and A. Any opening of that controlling circuit which is active, either b operation of one of these mechanical circuit breakers; by running down of the battery; or by breakin any wire in the circuit, immedlately resu ts in the opening of the brake circuit and in consequent stopping of the train.

Furthermore, of course, any breaking down of the brake controlling circuit,

through breaking of one. of its wires, or through failure of the speed governed mechanism, due to breaking of its drive belt, will at once cause an application of the brakes and stopping of the train. There are three brake controlling circuits, namely, the clear, caution and danger circuit and each of these circuits, when active, is controlled by a main controlling circuit which may be termed the clear, caution and danger controlling circuits. The wiring of these latter circuits is such that each includes its own clear, caution or danger relay and further such that failure of an relay to operate in the proper manner, un er any circumstance, will leave open whatever controlling circuit passes throu h it and will consequently keep open the bra e circuit and cause stoppage of the train. The clear controlling circuit, which includes the clear relay, also includes the mechanical circuit breakers either of which may break the circuit and this clear circuit is such that, although the mechani-' cal circuit breakers, after once breaking it, may, and as a matter of fact do, immediately close, they cannot, of themselves, reclose the circuit which they control. This can only be done by what ma be termed a clear ick up circuit which inc udes not only the cigar contact shoe of the train but also must include a portion of an energized track circuit. In like manner, the caution relay, which is normally inactive, can be rendered active only by closing of a circuit through portions of an energized track circuit and a cab circuit. For this reason, the receipt of either a clear or a caution signal other of these tests is assured at the entrance of each block or the train will be stopped as the danger signal is always given at the entrance of each block and the brakes can be released only by, the immediate ceipt of a clear or caution signal or by a direct act upon the part of the engineer. The provision of the speed governed mochancer to run his train at as slow speed as he wishes under any conditions which may occur, but absolutely limits the height of speed at which he may drive the train under whatever conditions may exist.

It will of course he understood that the speed controlled circuit breaker, electrically controlled valve mechanism, mechanical circuit breakers and closures and pole changer, illustrated and described in this case, do not, in themselves, constitute any part of our present invention, our invention consisting merely in utilizing them in the manner set forth in connection with the cab signal system. Any one of the above described elements may, therefore, changed in its construction as deemed adv'isable, without departmgfrom the spirit of our invention. Furthermore, we do not wishto limit ourselves to thespecific Wiring illustrated. and described as such wiring might, oftnecessity, be changed somewhat nism or ,circuit breaker permits the engi I, up relay,

to adapt the system to use with different track systems or with different types of elecrically controlled valve mechanism, s eed governed mechanisms and the like. lso, it will be evident that by the use of the terms train and vehicle in the specification and claims We intend to cover any vehicle or connected group of vehicles operating over the tracks, such as a locomotive, a locomotive and its tender or a locomotive, tender and one or more cars.

appended h may seem advisable at any Having thus described the invention, what is claimed as new is:

1. In a block signal system, an electrical adapted, when energized, to be closed, a plurality of circuits through d mechanism, means in each circuit for closing its circuit, and a plurality of controlling circuits for closing such circuits, said controllin circuits being so arranged that but one oi them can be closed at any given time.

2. A block signal system including a mechanical circuit breaker, a clear contact shoe, a caution contact shoe, an electrical brake controlling mechanism, a normally energized clear relay, a caution relay, a circuit normally closed through the clear relay and brake controlling mechanism, a second circuit normally closed through the circuit breaker and the clear relay, means for energizing the caution relay, and a circuit through the clear relay, caution relay and brake controlling mechanism, said circuit relay is energized and in the caution relay when the cautionrelay is denergized. 3. A block signal system including chanicnl circuit breaker, a clear contact shoe, a caution contact shoe, an electrical brake controlling mechanism, a normally energized clear relay, normally denergized caution and pick up relays, a circuit normally closed through the clear relay and brake controlling mechanism, a second circuit normally closed through the circuit breaker and the clear relay and energizing the latter, a circuit includin the clear relay and clear contact shoe an adapted to be closed by engagement of an energized track contact the chmshoe, a circuit through the caution relay and caution contact shoe adapted to be energized by engagement of th uith an energized track contact, a circuit through the clear relay and caution relay and brake controlling mechanism adapted to be closed upon dencrgization of the clear rvla y and encrgization of the caution relay, a manually operable circuit closer, a circuit through the clear relay, caution relay, pick brake controlling mechanism and a memanually operable circuit closer adep be closed by closing ofutl ie manually operable circuit closer when the clear relay is deenergized and the caution relay defines gize ,and a circuit through the pick up brake controllln mechanism closed by energization of the k signal system includin a mechanical circuit breaker, a clear contact shoe, a cautioncontact shoe, an electrical brake controlling mechanism, a normally energized normally deiinergized caution and pic up relays, a circuit normally closed through the clear relay and brake controlling mechanism, a. second circuit normally closed through the circuit breaker and the clear relay and energizin the latter, a circuit includin the clear re ay and clear contact shoe and adapted to be closed by engagement of an energized track contact with the clear shoe, a circuit through the caution relay and caution contact shoe adap energized by enga ement of the caution Shoo wit 5 track contact, a circuit 'ear relay and caution relay brake controlling mechanism adapted to e closed the clear relay and a manually through the clear relay, up rela brake controlling mechanism and manual y operable circuit closer adapted to be closed by closing of the manually operable circuit closer when the clear energized and the caution relay denergized, a circuit throng rake controlling mechanism adapted to be closed by energization of the pick up and means for causing the clear shoe 'as a caution shoe shoe to act as a clear shoe.

5. In a block signal system, the combination with a vehicle and a brake controlling mechanism, of a track controlled clear sig- 110 nal, a. track controlled caution signal, a danger signal a closed circuit including a mechanical circuit breaker operable by a track trip, means for brake controlling mechanism to apply the 115 brake upon receipt of a danger signal, for actuating the brake nism to release the brak caution or clear signal, ling the speed of the signal.

a circuit 06 caution relay, pick e upon rcceipt of a and means controlvehicle under any 'nal, a track controlled caution signal, a danger signal controlled by a closed c rcuit including a mechanical circuit breaker erable by a track trip, means for actuating the brake controlling mechanism to apply the brake upon receipt of a danger signal,

means for actuating the brake controlling -mechanism to release the brake upon receipt of a caution or clear signal, and means controlling the speed of the vehicle under any signal, said means including a plurality of brake mechanism controlling circuits, each having a distinctive contact and all having a common speed governedmovable contact co-acting with the distinctive contacts, each circuit including the brake actuating mechanism.

7. In a block signal systennthe combination with a vehicle and a brake controlling mechanism, of a track controlled clear signal, a track controlled caution signal, a danger signal controlled by a closed circuit including a mechanical circuit breaker operable by a track trip, means for actuating the brake controlling mechanism to ap ly the brake upon receipt of a danger si a ,means for actuating .the brake controlling mechanism to release the brake upon receipt of a caution or clear signal, and means controlling the speed ofthe vehicle under any signal said means including a plurality of brake mechanism controlling circuits, each having a distinctive contact and all having a common speed governed movable contact co-acting With the distinctive contacts, each circuit including the brake actuatin mechanism and each circuit, when close being grounded to the driving mechanism of the movable contact, whereby failure of the driving mechanism Will break the circuit.

8. In a block signal system, the combination with'a track having clear and caution contacts, andmeans for rendering active theclear contact upon the absence of a train within a predetermined distance and for rendering active the caution contact upon the presence ofa train on the track ahead Within a predetermined distance, of a vehicle having a clear shoe and a caution shoe adapted to engage the contacts, abrake controlling mechanism, a circuit normally closed through such mechanism controlling the brake, a mechanical circuit breaker operable to open the circuit to actuate the mechanism to apply the brake, and means operable upon engagement of either the cantion or clear shoe with its respective contact when active foractuating the mechanism to release the brake if previously applied.

9. Ina block signal system, the combination with a track divided into blocks, of a train moving over the track, an electrically operated brake controlling mechanism on the train. means for actuating such mechanism to apply the brakes at the entrance of each block of the track'unless a signal proper to the condition of the block is receivcd, moans fm innnediaiely giving a clear or a caution signal unless another train is within a predetermined distance, means upon receipt of either a clear or a caution signal for actuating the brake controlling mechanism to prevent application of the brakes to permit movement of the train under a clear or caution signal, manually controlled means for actuating the brake controlling mechanism to release the brakes to run under a danger signal if the clear or caution signal is not received, and means for limiting the speeds at which the train can be run under the various signals.

10. In a block signal system, the combination with a track divided into blocks, a a train moving over the track, an clectrically operated brake controlling mechanism on the train, means for actuating such mechanism to apply the brakes at the entrance of each block of the track unless a signal proper to the condition ofthe block is received, means for immediately giving a clear or a caution i nal unless another train is Within a pred etermined distance, means upon receipt of either a clear or a caution signal for actuating the brake controlling mechanism to prevent application of the brakes to permit movement of the train under ae'lear or caution signal, manually controlled means for actuating the brake controlling mechanism to release the brakes to run under a danger signal if the clear or caution signal is not received, and means for limiting the speeds at which the train can be run under the various signals, said means being such that the train cannot be run after a danger signal unless it first receives a clear or caution signal or unless it is first brought to a complete stop.

11. In a block signal system, the combination with a vehicle, of a brake actuating mechanism, track controlled clear, caution and danger signals, means operable upon receipt of a danger signal for operating the brake actuating mechanism to apply the brake, and means controlling the speed of the vehicle under any signal, including clear, caution and danger circuits, to all of which the brake actuating mechanism is common.

12. In a block signal system, the combination \vith a, vehicle, of a brake actuating mechanism, track controlled clear, caution and danger signals, means operable upon re ccipt of a danger signal for operating the brake actuating mechanism to apply the brake, and means controlling the speed of the vehicle under any signal, including clear. caution and danger circuits, to all of which the brake actuating mechanism is common, each of such circuits being active only when its corresponding signal is active.

13. In a block signal system, the combination with a track divided into blocks, of a vehicle moving over the track, an electrically operated brake controlling mechanism on the vehicle, means for actuating such mechanism toapply the brakes at the entrance of each block of the track unless a signal v on the vehicle, means for actuatin proper to the condition of the block is received, means for 'ving a signal proper to the condition of t e block, means operable upon {the recei t of such a signal to prevent application 0 the brakes unless the conditlon of the block is dan erous, and means operable manually for re easing the brakes even when the condition of the lock is dangerous, said latter means bein operable only after the vehicle has been rought to a etc 'and permitting only a predetermined .vehicle speed. a v

14. In a block signal system, the combinationwith a track divided into blocks of a a vehicle moving over the track, an electri cally operated brake controlling 11160113111811]:

suc

mechanism to a ply the brakes at t e entrance of each lock of the track unless a signal proper to the condition of the block is received, means for 'ving a signal proper to the condition of the lock, means operable upon the receipt of such a silfinalto prevent application of the brakes u see the condition of the block is dan argue, and means operable manually for re easin the brakes even when the condition of the ock is dan- .ger0us,- said latter means being 0 enable only after the vehicle has been broug t to a stop and permitting driving of the vehicle only up too. certain speed, and means for rendering the brake releasing means inactive upon receipt of a signal indicating a. nondangerous blocks 4 15. In a blocksignal system, the combination with a track divided into blocks, of a. train moving over the, track, an electrically operated brake controlling l mechanism on the train, clear and cautmn signals con-' trolled thereby, means for ectuatin such mechanism to 8%) ll he'brakes at e en trance of each i aof the track unless a 18 IGOBIV thereafter actuatin' "such mechanism to prevent application 0 brakes and to give a clear or a cautionsignal unless another train is within a predetermined distance.

16. In a blocksignal system, the combination with a track divided into blocks, of a signal prgger tqjtl'l'e condition of theblock i ,v and for immediately train moving over the-track, an electrically operated brake controlling mechanism on the train, clear and caution signals controlled thereby, means for actuati such mechanism to apply the brakes are e entrance of each block of the track unless a signal proper tothe condition of the blockis received, means for immediately thereaften actuating suchmechanism to prevent appli cation of the brakesand to give a clear or a caution signal unless another train is ivithin a predetermined distance, and manually controlled means for releasin the brakes to run under a danger signallf the clear or caution signal is not received.

'for creating a substitute brake brake governing 17.- In a blocksignal system, the combination with atrack divided Into blocks, 01 a train movin over the track, an electrically operated br e controlling mechanism on the train, clear and caution signals controlled thereby, means for actuatin such mechanism to a ply'the brakes at t e entrance of each lock of the track unless a signal pro er to'the condition of the block is receive means for immediately thereafter actuating such mechanism to prevent application of the brakes and to give a clear or a caution signal unless another train is Within a predetermined distance, manually controlled means for releasin the brakes to run" under a danger signal if the clear or caution signalis not received, and means for limiting the speed at which the train can run after the rakes have been so released manually. a

18. In a block signal system, a brake controlling valve, an electrical mechanism adapted when energized to hold the valve closed, a plurality .of circuits through said mechanism, means in each circuit for closing its circuit, and a plurality of controlling circuits for closing the first circuits.

19. In a block signal system, an electrical brake governing mechanism, a multibran'ched brake governing circultthrou h said mechanism having one branch norma 1y closed, a normally closed circuit controlling the opening of the first circuit, a tri operated mechanical circuit breakerllint e second circuit, and means operabl uiider certain COIldltlOIlS for creatingons or another 'of the brake governing circuit during such time as the normal controlling circuit is opera 7 20. In a block signal s stem, an electrical brake overning mec anism, a. multibranched c osed brake governing circuit throu h said mechanism havin one branch norma 1y closed, a normally 0 used circuit controlling the opening of the'firstcircuit,

a tripoperated' mechanical circuit breaker in the second circuit,,n'ieans operable under certain conditions for creating one or another substitute controlling circuits tomaintain and control one or another of the branches of the brake governing circuit durmgsuch time as the normal controlling circult is open, and manuallyoperable means 0 overning clrcu t when all of the first mentioned circuits are op'en. y

21. In ablock signal system, an electrical mechanism, a norma y closed circuit controlling theopening' of the firstmircuit, a

trip operated mechanical circuit breaker in mechanism, a normally closed brake govermn c1rcu1t through said tain conditions for creating one or another substitute controlling circuits to maintain and control the brake governing circuit during such time as the normal controlling circuit is open, manually operable means for creating a substitute brake governing circuit when all of the first. mentioned circuits are open, and a speed overned circuit breaker common to'all of die brake governing circuits.

22. In a block signal system, an. electrical brake governing mechanism, a normally closed brake governin circuit through said mechanism, a normalIy closed circuit controlling the opening of the first circuit, a trip operated mechanical circuit breaker in the second circuit, means operable under certain conditions for creating one or another substitute controlling circuits to maintain and control the brake governing circuit during such time as the normal controlling circuit is open, manually operable means for creating a substitute brake governing cirruit when all of the first mentioned circuits are open, and a speed governed circuit breaker common to all of the brake govern ing circuits, the relation between the speed governed circuit breaker and the manually operable means being such that the latter can operate only when the speed governing means is in a predetermined condition.

23. In a block signal system, the combination with a track having clear and caution contacts, and means for rendering active the clear contact upon the absence of a train within a predetermined distance and for rendering active the caution contact upon the presence of a train within a predetermined distance, of a vehicle having a clear shoe and a caution shoe adapted to engage the contacts, a brake controlling mechanism, a circuit normally closed through such mechanism controlling the brake, a mechanical circuit breaker operable to open the circuit to actuate the mechanism to apply the brake, means operable upon engagement of either the caution or clear shoe with its respective contact when active for actuating the mechanism to release the brake if previously applied. and manual means for releasing the brake if not released by the previously mentioned means, the manual means being operative only when the vehicle is at a stop.

24. In a block signal system, the combination with a track having clear and caution contacts and a trip, of a vehicle, a brake controlling means on the vehicle, a multiple speed controlled circuit breaker on the vehiclc, a plurality of circuits through the brake controlling mechanism and speed controlled circuit breaker, each being adapted to be opened by the circuit breaker at a different vehicle speed, a common source of energy for these circuits earriedby the vehicle, a controlling ing one of the first mentioned circuits active and the others inactive, a circuit breaker in the controlling circuit ada ted to be opened by engagementwith the trip, and additional controlling circuits first controllin circuit active or for rendering another of the speed controlled circuit breakers circuits active, the additional c0ntrolling circuits being without a source of local through engagement with energized track contacts.

25. In a block signal system, a brake controlliiig mechanism adapted when denergized to apply the brake, controlled circuit breaker able contact member and a tact members over which it moves so arranged that it will successively move out of including a movplurality of conengagement with them as the speed incrcas'es,80

a plurality of circuits, one for each of the last contacts and each includin the brake controlling mechanism, and trac condition controlled means preventing more than one of such circuits being active at a determining which circuit shall be der an existing track condition.

26. In a block signal system, a brake controlling mechanism adapted when deneractive ungized to applythe brake, a multiple speed 06 controlled circuit breaker including a movable contact member and a plurality of contact members over which it moves so arranged that it wilt successively move out of engagement with them a plurality of circuits, one for each of the last contacts and each including the brake controlling mechanism, track condition controlled means preventing more than one of such circuits being termining which circuit shall be active under an existing track condition, and a drive mechanism for the speed controlled circuit breaker, the drive mechanism being common to all of the circuits controlled by the speed 110 controlled circuit breaker, whereby failure of the drive mechanism will cause application of the brake.

In testimony whereof we ailix our signatures in presence of two witnesses.

,MARSENA R. JULIAN. a 5. M K H. HOVEY. [L.s.] ,oMAs E. CLARK. [L.s.]

Witnesses:

J. V. Morals, STEPHEN SMITH.

circuit normally renderfor again rendering the energy and being completed only a multiple speed time and as the speed increases,

active at a time and de- 106 

